JP2018122753A - Operation control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an operation control apparatus allowing a driver to definitely recognize that a vehicle is in a manual operation mode, when continuation of an automatic operation mode becomes impossible due to a system requirement of the vehicle, and capable of preventing the driver from being forced to perform manual operation against the driver's intention.SOLUTION: A vehicle includes an operation control apparatus that controls a changeover from an automatic operation mode to a manual operation mode. The vehicle includes a parking lock mechanism that establishes a parking lock state where driving wheels of the vehicle are prevented from rotating, and a sensor unit configured to transmit sensor information indicating a running environment of the vehicle and an operation state of the vehicle. The operation control apparatus includes a control unit automatically operating the vehicle based on the sensor information received from the sensor unit, and determining whether or not continuation of the automatic operation mode is possible. If the control unit determines that the continuation of the automatic operation mode is impossible, the control unit activates the parking lock mechanism and changes over from the automatic operation mode to the manual operation mode after establishing the parking lock state.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an operation control device that controls switching from an automatic operation mode in which a vehicle is automatically operated to a manual operation mode in which the vehicle is manually operated.

  Conventionally, a control method for switching from an automatic operation mode in which a vehicle is automatically operated to a manual operation mode in which the vehicle is manually operated has been proposed (for example, Patent Document 1). In the control method described in Patent Literature 1, when it is determined that the steering unit of the vehicle has been operated by the driver, the automatic driving mode is switched from the automatic driving mode to the manual driving mode, so that the automatic driving mode is switched from the automatic driving mode. Switching to manual operation mode is suppressed.

Japanese Patent Laid-Open No. 2006-97873

  By the way, depending on system requirements such as deterioration of the traveling environment of the vehicle due to fog or the like and failure of vehicle parts such as sensors, it may be difficult to continue automatic driving. In this case, it is necessary to switch from the automatic operation mode to the manual operation mode without depending on the driving operation of the driver.

  However, the conventional control method as described in Patent Document 1 has a problem that the driver cannot be surely recognized that it is necessary to switch to the manual operation mode. In addition, for example, when the driver is not ready, there is a problem that the driver is forced to perform manual driving regardless of the intention of the driver.

  The present invention has been made in view of the above, and it is switched to the manual operation mode when the automatic operation mode cannot be continued due to a system requirement such as a deterioration of the traveling environment of the vehicle or a failure of the vehicle parts. Provided is an operation control device that allows a driver to recognize a vehicle manually before being surely recognized, and prevents the driver from forcing the driver to perform a manual operation regardless of the driver's intention. For the purpose.

  An operation control apparatus according to an aspect of the present invention is an operation control apparatus that controls switching from an automatic operation mode in which a vehicle is automatically operated to a manual operation mode in which the vehicle is manually operated, and the vehicle includes the vehicle A parking lock mechanism for restricting the rotation of the drive wheels of the vehicle, and a sensor unit for transmitting sensor information indicating a traveling environment and a driving state of the vehicle, wherein the driving control device includes the sensor unit. A control unit that determines whether the automatic driving mode can be continued while automatically driving the vehicle based on the sensor information received from the control unit, and the control unit continues the automatic driving mode. When it is determined that the parking lock mechanism cannot be operated, the parking lock mechanism is operated, and after the parking lock state is set, the driving mode of the vehicle is set. Characterized in that it is configured to switch the de from the automatic operation mode to the manual operation mode.

  In the operation control device according to another aspect of the present invention, when the control unit determines that the automatic operation mode cannot be continued, whether the vehicle speed of the vehicle is equal to or lower than a predetermined vehicle speed based on the sensor information. If the vehicle speed is determined to be less than or equal to the predetermined vehicle speed, the parking lock mechanism is activated.

  In the driving control apparatus according to another aspect of the present invention, if the control unit further determines that the automatic driving mode cannot be continued, is the driving operation performed by the driver based on the sensor information? If it is determined whether or not the driving operation is performed by the driver, the driving mode of the vehicle is configured to be switched from the automatic driving mode to the manual driving mode.

  In the operation control apparatus according to another aspect of the present invention, when the control unit determines that the vehicle speed is higher than the predetermined vehicle speed, the control unit decelerates the vehicle so that the vehicle speed is equal to or lower than the predetermined vehicle speed. It is configured.

  In the operation control apparatus according to another aspect of the present invention, the control unit cuts off power transmission between the power source of the vehicle and the drive wheels when it is determined that the vehicle speed is higher than the predetermined vehicle speed. The parking lock mechanism is configured to operate in the neutral state after setting the vehicle speed to the predetermined vehicle speed or less in the neutral state.

  In the operation control apparatus according to another aspect of the present invention, the control unit determines whether the vehicle is on a slope based on the sensor information when the vehicle speed is determined to be higher than the predetermined vehicle speed. If the vehicle is not in a state of being on a slope, the vehicle is set to the neutral state, the vehicle speed is made equal to or lower than the predetermined vehicle speed, the parking lock mechanism is operated in the neutral state, and the vehicle If it is determined that the vehicle is in a state where the vehicle is in a power transmission state, a power transmission state is set between the power source and the driving wheel to reduce the vehicle speed to the predetermined vehicle speed or less, and then the parking lock mechanism is operated in the power transmission state. It is comprised by these.

  According to the present invention, when the automatic operation mode cannot be continued due to a system requirement such as a deterioration of the traveling environment of the vehicle or a failure of vehicle parts, the automatic operation mode is switched to the manual operation mode after the parking lock state. As a result, in order to start the vehicle, the driver needs to release the parking lock state for his / her intention, so that the driver can drive after confirming that it is in the manual driving mode. At the same time, it is possible to prevent the driver from forcing manual driving even though the driver does not intend.

1 is a block diagram schematically illustrating a configuration of a vehicle to which the present invention is applied and a configuration of an operation control device according to the present invention. It is a figure which shows the processing flow of the operation control apparatus which concerns on Example 1 of this invention. It is a figure which shows the processing flow of the operation control apparatus which concerns on Example 2 of this invention. It is a figure which shows the processing flow of the operation control apparatus which concerns on Example 3 of this invention.

  FIG. 1 is a block diagram schematically illustrating the configuration of a vehicle to which the present invention is applied and the configuration of an operation control apparatus according to the present invention. FIG. 1 shows a vehicle 10 including a vehicle drive device 20 that drives drive wheels (wheels) 26, a shift operation device 30 for switching a shift position, and an operation control device 100. As shown in FIG. 1, the vehicle drive device 20 is connected to an engine 21 that is an internal combustion engine as a driving power source for traveling, a power split mechanism 22 connected to the output shaft of the engine 21, and the power split mechanism 22. The first and second rotating electrical machines MG 1 and MG 2, a transmission 23, a parking lock mechanism 24, and a differential gear device 25 connected to the transmission 23 are provided. The shift operation device 30 includes a shift lever 31, a parking switch 32, and a parking position indicator 33. Further, the operation control device 100 includes an automatic operation ECU (Electronic Control Unit) 101 (“control unit” in the present invention), a steering ECU 102, a brake ECU 103, an HV-ECU 104, a shift-by-wire ECU 105, and a sensor unit 110. And including.

  The first and second rotating electrical machines MG1 and MG2 can function as electric motors that generate mechanical driving force from electric energy, and also function as generators that generate electric energy from mechanical driving force. It is a motor generator that can. The first and second rotating electrical machines MG1 and MG2 serving as electric motors can function as an alternative to the engine 21 that is the main power source, or as a power source that generates driving force for traveling together with the engine 21.

  The power split mechanism 22 is a differential mechanism connected to the engine 21 so as to be able to transmit power, and is constituted by a planetary gear device. The transmission 23 is a stepped automatic transmission that is provided between the power split mechanism 22 and the differential gear device 25 and that can change the gear ratio. The power split mechanism 22 and the transmission 23 transmit the power of the engine 21 to the drive wheels 26 via the differential gear device 25 and the like.

  The parking lock mechanism 24 can selectively switch between a parking lock state in which the rotation of the drive wheel 26 is restricted and a non-parking lock state in which the rotation of the drive wheel 26 is not restricted by locking the gear of the transmission 23.

  The shift lever 31 includes a neutral position (hereinafter referred to as N position), a drive position (hereinafter referred to as D position), a reverse position (hereinafter referred to as R position), and a brake position (hereinafter referred to as B position). ). The N position is an operation position for setting a neutral state in which the power transmission path between the power source such as the engine 21, the first and second rotating electrical machines MG1 and MG2 and the drive wheels 26 is cut off. The D position is a forward traveling operation position for transmitting a driving force for moving the vehicle 10 forward to the drive wheels 26. The R position is a reverse travel operation position for transmitting a driving force for moving the vehicle 10 backward to the drive wheels 26. The B position is a forward traveling operation position for deceleration for increasing the braking force and decelerating the rotation of the drive wheel 26 compared to the D position. The N position, D position, R position, and B position are referred to as non-P positions. The shift lever 31 can be provided near the driver's seat, for example.

  The parking switch 32 is for switching the shift position from a non-P position to a parking position (hereinafter referred to as “P position”) by an operation by the driver. The P position is a parking position in which a parking lock is executed in which the parking lock mechanism 24 is operated to mechanically prevent the drive wheels 26 from rotating.

  The parking position indicator 33 clearly indicates that the shift position is the P position, that is, that the parking lock mechanism 34 is operating. For example, when the parking lock mechanism 34 is activated by an operation of the parking switch 32 by the driver or by an automatic operation by the automatic operation ECU 101 described later, the parking position indicator 33 is turned on.

  The automatic driving ECU 101 can control automatic driving for automatically driving the vehicle. Based on the information acquired from the sensor unit 110, the automatic operation ECU 101 transmits a steering command, a braking force command, and a driving force command to the steering ECU 102, the brake ECU 103, and the HV-ECU 104, respectively. In addition, the automatic operation ECU 101 transmits a shift switching command to the shift-by-wire ECU 105. Furthermore, the automatic operation ECU 101 can control switching of the operation mode between the automatic operation mode and the manual operation mode.

  Here, in the present invention, “automatic driving” refers to fully automatic driving that automatically controls all of acceleration, braking, and steering of the vehicle, but is not limited thereto, and at least of acceleration, braking, and steering of the vehicle. The acceleration and braking may be automatically controlled. The “automatic driving vehicle” of the present invention includes, for example, automatic driving that does not always require monitoring, automatic parking / unloading when the driver is not on board, directing at the terminal, and heading to the parking lot or picking up from the parking lot. It does not include those that perform automatic control only for steering, for example, in the case of only lane keeping assistance.

  Further, the automatic driving ECU 101 can determine whether or not the automatic driving can be continued based on various information acquired from the sensor unit 110. The automatic operation ECU 101 determines that the automatic operation mode cannot be continued, for example, when the surrounding recognition sensor cannot be used due to surrounding conditions (such as fog), or when vehicle parts such as the sensor have failed.

  The steering ECU 102 can control the operation of the steering wheel based on the steering command received from the automatic driving ECU 101.

  The brake ECU 103 can control the brake mechanism based on the braking force command received from the automatic operation ECU 101.

  The HV-ECU 104 can control the engine 21, the first rotating electrical machine MG1, the second rotating electrical machine MG2, and the transmission 23 based on the driving force command received from the automatic operation ECU 101.

  The shift-by-wire ECU 105 can actuate or release the parking lock mechanism 24 in order to switch the shift position between the P position and the non-P position based on the shift switching command received from the automatic operation ECU 101. In addition, the shift-by-wire ECU 105 transmits a shift signal indicating the current shift position to the HV-ECU 104 in order to cause the HV-ECU 104 to execute driving force control according to the current shift position.

  The sensor unit 110 includes a surrounding recognition sensor 111, a vehicle state recognition sensor 112, and a driver state recognition sensor 113. Based on information obtained from the sensors 111 to 113, the sensor unit 110 indicates a traveling environment and a driving state of the vehicle. Output information. The sensor information includes various information necessary for acceleration, braking, and / or steering in automatic driving.

  For example, the surrounding recognition sensor 111 can output information obtained by recognizing other vehicles, obstacles, pedestrians, lanes, parking lot lines, and the like to the automatic driving ECU 101. The surrounding recognition sensor 111 can include, for example, a sensor for performing object distance detection using a millimeter wave radar, image recognition using a camera, and the like.

  The vehicle state recognition sensor 112 outputs information obtained by recognizing a vehicle state such as a vehicle speed, an accelerator depression amount, a brake depression amount, a shift position, a steering angle, a vehicle inclination angle, and the like to the automatic driving ECU 101. Can do. The vehicle state recognition sensor 112 can include various sensors such as a vehicle speed sensor and an acceleration sensor, for example.

  The driver state recognition sensor 113 outputs information obtained by recognizing the state of the driver such as the load on the seat, whether the seat belt is worn, the driver's line of sight, the driver's posture, etc., to the automatic driving ECU 101. can do.

<Example 1>
FIG. 2 shows a processing flow of the operation control apparatus according to the first embodiment of the present invention. The automatic operation ECU 101 of the operation control apparatus 100 repeatedly executes the following processing shown in FIG. 2 in the automatic operation mode.

  In step (hereinafter, “step” is referred to as “S”) 201, automatic operation is executed. Next, in S202, it is determined whether or not the automatic operation mode can be continued. If it is determined in S202 that the automatic operation mode can be continued, the automatic operation mode is continued as it is. If it is determined in S202 that the automatic operation mode cannot be continued, the process proceeds to S203.

  In S203, based on the sensor information, it is determined whether or not the driver is performing a driving operation such as operation of a steering wheel, an accelerator, a brake, and a shift lever (see Patent Document 1, for example). When it is determined in S203 that the driving operation is performed by the driver, the process proceeds to S208. If it is determined in S203 that the driving operation is not performed by the driver, the process proceeds to S204.

  In S204, it is determined whether or not the shift position is the P position. If it is determined in S204 that the shift position is the P position, the process proceeds to S208. If it is determined in S204 that the shift position is not the P position, the process proceeds to S205.

  In S205, it is determined whether or not the vehicle speed is equal to or lower than a predetermined vehicle speed. Here, the “predetermined vehicle speed” can be set to, for example, 0 km / h (stop), or 3 km / h or less, which is the upper limit of the vehicle speed at which the P range can be switched. It is different (the same applies to Examples 2 and 3 below). If it is determined in S205 that the vehicle speed is equal to or lower than the predetermined vehicle speed, the process proceeds to S207. If it is determined in S205 that the vehicle speed is not less than the predetermined vehicle speed, the process proceeds to S206.

  In S206, the vehicle 10 is decelerated so that the vehicle speed is equal to or lower than the predetermined vehicle speed. In S206, for example, an automatic brake or an engine brake that rotates and drives the engine 21 with the drive wheels 26, and an arbitrary deceleration such as a regenerative brake that rotates (drives) the second rotating electrical machine MG2 with the drive wheels 26 to function (regenerate) the generator. Means can be used. After deceleration, the process returns to S203 and the determinations of S203 to S205 are executed again. If it is determined in S205 that the vehicle speed is equal to or lower than the predetermined vehicle speed, the process proceeds to S207.

  In S207, the shift position is automatically switched to the P position. That is, the parking lock mechanism 24 is operated to bring the parking lock state in which the gear of the transmission 23 is locked. At this time, the parking position indicator 33 is also lit. Thereafter, the process proceeds to S208.

  In S208, the operation mode of the vehicle 10 is switched from the automatic operation mode to the manual operation mode.

  In the operation control apparatus according to the first embodiment of the present invention, the parking lock mechanism 24 of the vehicle 10 is activated when the automatic operation mode cannot be continued due to system requirements such as deterioration of the driving environment of the vehicle and failure of vehicle parts. After entering the parking lock state, the automatic operation mode is switched to the manual operation mode. As a result, in order to start the vehicle 10, it is necessary for the driver to operate the shift lever 31 with his / her own intention to switch the shift position from the P position to the traveling position and release the parking lock state. Can be operated after reliably recognizing that it is in the manual operation mode.

<Example 2>
FIG. 3 shows a process flow of the operation control apparatus according to the second embodiment of the present invention. The automatic operation ECU 101 of the operation control apparatus 100 repeatedly executes the following processing shown in FIG. 3 in the automatic operation mode.

  In S301, automatic operation is executed. Next, in S302, it is determined whether or not the automatic operation mode can be continued. If it is determined in S302 that the automatic operation mode can be continued, the automatic operation mode is continued as it is. If it is determined in S302 that the automatic operation mode cannot be continued, the process proceeds to S303.

  In S303, as in S203 of the first embodiment, it is determined whether or not a driving operation is performed by the driver. When it is determined in S303 that the driving operation is performed by the driver, the process proceeds to S311. If it is determined in S303 that the driving operation is not performed by the driver, the process proceeds to S304.

  In S304, it is determined whether or not the shift position is the P position. If it is determined in S304 that the shift position is the P position, the process proceeds to S311. If it is determined in S304 that the shift position is not the P position, the process proceeds to S305.

  In S305, it is determined whether or not the vehicle speed is equal to or lower than the predetermined vehicle speed. If it is determined in S305 that the vehicle speed is equal to or lower than the predetermined vehicle speed, the process proceeds to S310. If it is determined in S305 that the vehicle speed is not less than the predetermined vehicle speed, the process proceeds to S306.

  In S306, it is determined whether or not the vehicle 10 is in a low speed traveling state. Here, the “low speed travel” is travel at a vehicle speed of, for example, 11 km / h or less. When it is determined in S306 that the vehicle 10 is not in the low speed running state, the process proceeds to S307, and the vehicle 10 is decelerated in S307 as in S206 of the first embodiment. As a result, the vehicle 10 enters a low-speed traveling state. Thereafter, the process returns to S303, and the determinations of S303 to S306 are executed again.

  When it is determined in S306 that the vehicle 10 is in the low speed traveling state, the process proceeds to S308, and it is determined whether or not the shift position is the N position. If the shift position is not the N position, the process proceeds to S309. If the shift position is the N position, the process returns to S303 and the determinations of S303 to S305 are performed again.

  In S309, the shift position is switched to the N position. As a result, the vehicle 10 coasts and the vehicle speed gradually decreases. Thereafter, the process returns to S303, and the determinations of S303 to S305 are executed again.

  If it is determined in S305 that the vehicle speed is equal to or lower than the predetermined vehicle speed, the shift position is automatically switched to the P position in S310. That is, the parking lock mechanism 24 is operated to bring the parking lock state in which the gear of the transmission 23 is locked. At this time, the parking position indicator 33 is also lit. Then, it progresses to S311.

  In S311, the operation mode of the vehicle is switched from the automatic operation mode to the manual operation mode.

  In the second embodiment, the shift position shown in Table 1 below is controlled from the shift position and speed range. Here, v represents the vehicle speed [km / h].

  According to the operation control apparatus of the second embodiment of the present invention, the shift position is switched to the P position after the shift position is switched to the N position to reduce the vehicle speed to a predetermined vehicle speed or less. That is, the parking lock mechanism 34 is operated in a neutral state in which power transmission between the power source of the vehicle 10 and the drive wheels 26 is interrupted. Accordingly, when the parking lock mechanism 34 is operated and the rotation of the drive wheel 26 is restricted, the power transmission between the power source and the drive wheel 26 is interrupted, and accordingly, the parking lock mechanism 34 is operated. Shock can be suppressed.

<Example 3>
FIG. 4 shows a process flow of the operation control apparatus according to the third embodiment of the present invention. The automatic operation ECU 101 of the operation control apparatus 100 repeatedly executes the following processing shown in FIG. 4 in the automatic operation mode.

  In S401, automatic operation is executed. Next, in S402, it is determined whether or not the automatic operation mode can be continued. If it is determined in S402 that the automatic operation mode can be continued, the automatic operation mode is continued as it is. If it is determined in S402 that the automatic operation mode cannot be continued, the process proceeds to S403.

  In S403, it is determined whether or not the driving operation is performed by the driver, similar to S203 of the first embodiment (S303 of the second embodiment). When it is determined in S403 that the driving operation is performed by the driver, the process proceeds to S412. If it is determined in S403 that the driving operation is not performed by the driver, the process proceeds to S404.

  In S404, it is determined whether or not the shift position is in the P range. If it is determined in S404 that the shift position is the P position, the process proceeds to S412. If it is determined in S404 that the shift position is not the P position, the process proceeds to S405.

  In S405, it is determined whether or not the vehicle speed is equal to or lower than the predetermined vehicle speed. If it is determined in S405 that the vehicle speed is equal to or lower than the predetermined vehicle speed, the process proceeds to S411. If it is determined in S405 that the vehicle speed is not less than the predetermined vehicle speed, the process proceeds to S406.

  In S406, similarly to S306 in the second embodiment, it is determined whether or not the vehicle 10 is in a low-speed traveling state. When it is determined in S406 that the vehicle 10 is not in the low-speed traveling state, the process proceeds to S407, and the vehicle 10 is decelerated in S407 as in S206 of the first embodiment (S307 of the second embodiment). Thereafter, the process returns to S403, and the determinations of S403 to S406 are executed again.

  When it is determined in S406 that the vehicle 10 is in the low speed traveling state, the process proceeds to S408, and in S408, it is determined whether or not the vehicle 10 is on a slope based on the sensor information indicating the inclination state of the vehicle 10. To do. If it is determined in S408 that the vehicle 10 is on a slope, the process proceeds to S407, and if it is determined in S408 that the vehicle 10 is not on a slope, the process proceeds to S409.

  In S409, it is determined whether or not the shift position is the N position. If the shift position is not the N position, the process proceeds to S410. If the shift position is the N position, the process returns to S403 and the determinations of S303 to S305 are performed again.

  In S410, the shift position is automatically switched to the N range. As a result, the vehicle 10 coasts and the vehicle speed gradually decreases. Thereafter, the process returns to S403 and the determinations of S403 to S405 are executed again.

  If it is determined in S405 that the vehicle speed is equal to or lower than the predetermined vehicle speed, the shift position is automatically switched to the P position in S411. That is, the parking lock mechanism 24 is operated to bring the parking lock state in which the gear of the transmission 23 is locked. At this time, the parking position indicator 33 is also lit. Thereafter, the process proceeds to S412.

  In step S412, the vehicle operation mode is switched from the automatic operation mode to the manual operation mode.

  In the third embodiment, when the vehicle 10 is on a slope, the shift position shown in Table 2 below is controlled from the shift position and the speed range.

  According to the operation control apparatus according to the third embodiment, when the vehicle 10 is traveling on a flat road, the shift position is switched to the N position to reduce the vehicle speed to a predetermined vehicle speed or less, and then the shift position is switched to the P position. Yes. Therefore, in this case, as in the second embodiment, it is possible to suppress a shock associated with operating the parking lock mechanism 34. In the state where the vehicle 10 is on the slope, after the shift position is switched to the N position and the vehicle speed is reduced to a predetermined vehicle speed or less, until the shift position is switched to the P position, that is, the parking lock mechanism 34 is operated, the drive wheels 26 There is a possibility that the vehicle 10 may slide down the slope before the rotation of the vehicle is restricted. According to the operation control apparatus according to the third embodiment, when the vehicle 10 is on a slope, the shift position is switched to the P position by setting a power transmission state between the power source and the drive wheels 26. Thereby, when the vehicle 10 is traveling on a slope, the parking lock mechanism 34 can be operated while preventing the vehicle 10 from sliding down the slope.

  As mentioned above, although each Example of this invention was described, it is not limited to these Examples, Various changes, additions, etc. can be performed suitably. For example, as the parking lock mechanism, a mechanism that restricts the rotation of the driving wheel by locking the gear of the transmission is illustrated, but any mechanism may be used as long as the rotation of the driving wheel can be restricted. In addition, when it is determined that the automatic operation cannot be continued, the display device (not shown) may be displayed to that effect. Moreover, although the example which applied this invention to the hybrid vehicle was shown above, if the vehicle to which this invention is applied employ | adopts an automatic driving technique, what kind of thing is a normal engine vehicle, an electric vehicle, etc. It may be a vehicle.

Vehicle 10
Vehicle drive device 20
Engine 21
Power split mechanism 22
Transmission 23
Parking lock mechanism 24
Differential gear unit 25
Drive wheel 26
Rotating electric machine MG1, MG2
Shift operating device 30
Shift lever 31
Parking switch 32
Parking position indicator 33
Operation control device 100
Automatic operation ECU 101
Steering ECU 102
Brake ECU 103
Engine / motor ECU 104
Shift-by-wire ECU 105
Sensor unit 110
Ambient recognition sensor 111
Vehicle state recognition sensor 112
Driver state recognition sensor 113

Claims (6)

An operation control device for controlling switching from an automatic operation mode for automatically driving a vehicle to a manual operation mode for manually driving the vehicle, wherein the vehicle is in a parking lock state that restricts rotation of drive wheels of the vehicle. A parking lock mechanism, and a sensor unit that transmits sensor information indicating a traveling environment and a driving state of the vehicle,
The driving control device includes a control unit that determines whether the automatic driving mode can be continued while automatically driving the vehicle based on the sensor information received from the sensor unit,
When it is determined that the automatic operation mode cannot be continued, the control unit operates the parking lock mechanism, and after setting the parking lock state, changes the vehicle operation mode from the automatic operation mode to the manual operation mode. An operation control device configured to switch to an operation mode. The controller is
When it is determined that the automatic driving mode cannot be continued, it is determined whether or not the vehicle speed of the vehicle is equal to or lower than a predetermined vehicle speed based on the sensor information;
The operation control device according to claim 1, wherein when the vehicle speed is determined to be equal to or lower than the predetermined vehicle speed, the parking lock mechanism is operated. The control unit further includes:
When it is determined that the automatic driving mode cannot be continued, it is determined whether a driving operation is performed by the driver based on the sensor information,
3. The driving according to claim 2, wherein when it is determined that a driving operation is performed by the driver, the driving mode of the vehicle is configured to be switched from the automatic driving mode to the manual driving mode. Control device. The controller is
The driving according to claim 2 or 3, wherein when the vehicle speed is determined to be higher than the predetermined vehicle speed, the vehicle is decelerated so that the vehicle speed is equal to or lower than the predetermined vehicle speed. Control device. The controller is
When it is determined that the vehicle speed is higher than the predetermined vehicle speed, the neutral state is established by setting a neutral state in which power transmission between the power source of the vehicle and the drive wheels is interrupted to reduce the vehicle speed to the predetermined vehicle speed or less. The operation control device according to claim 4, wherein the parking lock mechanism is operated. The controller is
When it is determined that the vehicle speed is higher than the predetermined vehicle speed, it is determined whether or not the vehicle is on a slope based on the sensor information.
If it is determined that the vehicle is not on a slope, the neutral state is set, and after the vehicle speed is reduced to the predetermined vehicle speed or less, the parking lock mechanism is operated in the neutral state,
When it is determined that the vehicle is on a slope, the parking lock mechanism is operated in the power transmission state after the power transmission state between the power source and the driving wheel is set to a power transmission state and the vehicle speed is set to the predetermined vehicle speed or less. The operation control device according to claim 5, wherein the operation control device is configured to operate the vehicle.

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